JP3536820B2 - Hybrid vehicle control device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a hybrid vehicle control system including an engine for rotating a first wheel and an electric motor for rotating a second wheel mechanically independent of the engine. The present invention relates to a device, and more particularly to stabilization of vehicle traveling performance when a driving torque to be borne by an engine changes with respect to a total driving force of first and second wheels.

[0002]

2. Description of the Related Art A four-wheel drive type vehicle control system in which both a first wheel (for example, a rear wheel) and a second wheel (for example, a front wheel) are driven by an engine is well known. is there. In such a traditional 4WD system, the driving torque of the engine is distributed to the front and rear wheels by a transfer including a multi-plate clutch mechanism. The torque is kept constant.

In recent years, a hybrid 4WD system has been proposed in which one wheel is rotated by an engine and the other wheel is rotated by an electric motor (see Japanese Patent Application Laid-Open No. Hei 8-300965). In this case, since there is no physical connection between the front and rear wheels, the drive torque transmitted to each drive wheel must be adjusted so that the total drive torque is constant. New driving problems are raised.

[0004]

Here, the engine is:
Compared to electric motors, they are generally advantageous in terms of output, but disadvantageous in terms of responsiveness, resulting in the following problems. For example, the distribution of the driving force to the front wheels and the rear wheels has been changed due to the occurrence of a slip or the like (from a state in which 100% driving torque is transmitted to the rear wheels to a state in which 50% driving torque is transmitted to both the front and rear wheels). Switch). Here, assuming that the engine and the electric motor converge independently of the respective target driving torques corresponding to the driving force distribution, the driving torque of the electric motor increases quickly while the driving torque of the engine decreases. Requires a considerable amount of time, the total driving torque temporarily increases, and a feeling of acceleration is produced.

[0005] Considering the case where the driving mode is switched from the 4WD system to the 2WD system using only the engine driving wheels, while the driving torque of the electric motor disappears quickly, it takes a considerable time to increase the driving torque of the engine. As a result, the total drive torque is temporarily reduced, causing a sense of stall. In view of such circumstances, the present invention provides a hybrid vehicle that can prevent the deterioration of the vehicle traveling performance at the time of switching the driving force distribution as described above by controlling the torque of the electric motor in accordance with the response of the engine. It is an object to provide a control device.

[0006]

According to a first aspect of the present invention, there is provided a hybrid vehicle control apparatus comprising: an engine for driving an engine driving wheel; and a non-engine driving wheel mechanically independent of the engine. An electric motor to drive;
And a target total drive torque setting means for setting a target total drive torque of the engine drive wheels and the non-engine drive wheels; and an engine out of the set target total drive torque. A target engine torque setting means for setting a target engine torque which is a target drive torque to be generated in the drive wheels; and a distribution ratio of the target total drive torque to be generated in the non-engine drive wheels when the target engine torque changes. the relative change of the target drive torque of the electric motor, a torque command value for said electric motor, a motor command value setting means for setting to have a delay, the slip of the engine driven wheel in accordance with
At the time, the torque command value for the electric motor,
Motor command value that is adjusted to a smaller value than when no slip
Adjusting means .

According to a second aspect of the present invention, there is provided a hybrid vehicle control apparatus, wherein the motor command value setting means is a real engine which is an actual driving torque of an engine driving wheel in a process of converging to a changed target engine torque. The present invention is characterized by including actual engine torque estimating means for estimating torque and subtracting means for subtracting the estimated actual engine torque from the target total drive torque.

According to a third aspect of the present invention, in the hybrid vehicle control device, the actual engine torque estimating means includes:
The actual engine torque is estimated based on a delay time constant based on at least one of the rotation speed, intake pressure, and throttle opening of the engine. The hybrid vehicle control device according to the invention described in claim 4 is:
The motor command value setting means sets a torque command value for the electric motor to be larger at the time of an acceleration request than at the time of non-acceleration.

According to a fifth aspect of the present invention, in the hybrid vehicle control device, the motor command value setting means estimates the actual engine torque to be small when the actual engine torque estimating means requests acceleration. It is characterized in that the torque command value for the electric motor is set to be relatively large.

According to a sixth aspect of the present invention, in the hybrid vehicle control device, the motor command value adjusting means includes an engine control unit.
The occurrence of slip of the gin drive wheel is detected based on the rotational speed difference between the engine drive wheel and the non-engine drive wheel. According to a seventh aspect of the present invention, in the hybrid vehicle control device, the motor command value setting unit is configured to distribute the non-engine driven wheels of the set target total drive torque to the non-engine driven wheels when the non-engine driven wheels slip. A target drive torque of the electric motor according to the rate is set as a torque command value for the electric motor.

[0011]

According to the first aspect of the present invention, when the driving force distribution is switched at the time of slipping or 4WD switching, the torque command value for the electric motor is delayed with respect to the change of the target driving torque. The drive torque of the electric motor is generated in accordance with the drive torque of the engine that changes relatively slowly, including the response delay, so that a feeling of acceleration or a sense of stall is generated. Can be alleviated or prevented. In addition, engine
When the drive wheels slip, the total drive torque decreases,
Since the driver feels quick, the driver is aware of the slip.
Can be made.

According to the second aspect of the present invention, since the torque command value of the electric motor is calculated by subtracting the actual engine torque from the target total drive torque, the total drive torque is kept constant. Becomes possible. According to the third aspect of the invention, the actual engine torque can be easily estimated.

According to the fourth and fifth aspects of the present invention, at the time of an acceleration request, the output request of the electric motor having relatively high response becomes large, so that even if the driving torque of the engine fluctuates low, The feeling of deceleration can be reduced.

According to the sixth aspect of the present invention, the engine
Occurrence of slip of the drive wheels can be easily detected. According to the invention described in claim 7 , when the non-engine driving wheels slip, the driving torque of the electric motor changes due to the original responsiveness of the electric motor. The slip can be reduced, and the slip can be reduced earlier.

[0015]

Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 schematically shows a drive transmission system configuration of a vehicle including a hybrid vehicle control device according to one embodiment of the present invention. The traveling direction is leftward in the figure, and the front wheel is located on the left side and the rear wheel is located on the opposite right side.

In the present vehicle, an electric motor (hereinafter, referred to as a “motor generator”) 2 having a function as a generator is directly connected to the output side of the engine 1, and a torque is applied to the engine 1 and the motor generator 2. The converter 3 and the transmission 4 are connected. And the transmission 4
Power transmission shaft (propeller shaft) connected to the output side of the
5, the wheel drive shafts 8, 8 of the engine drive wheels (here, the rear wheels 7, 7) are driven via the rear wheel differential device 6.

Here, the motor generator 2 functions as an assist device for the engine 1 and is used as starting means for cranking the engine 1 when the engine 1 is started or when the vehicle starts. Also, during deceleration operation,
It is possible to make the motor generator 2 function as a generator, generate power by regenerating braking energy, and use it for charging the battery.

On the other hand, front wheels 9, 9 which are non-engine driven wheels
, A motor generator 10 is provided, and is generated by the motor generator 10 via a power transmission shaft (relatively small propeller shaft) 11 and a front wheel side differential device 12 connected to the output side. The driving torque is transmitted to the wheel driving shafts 13 of the front wheels (also referred to as “motor driving wheels”), so that driving force can be obtained from the front wheels.

The motor generator 10 is connected to a battery 14 constituting its power source via an inverter 15b. When a driving torque is obtained from the motor generator 10, the discharged power of the battery 14 is The power is converted into three-phase AC power by the power generator 15 and supplied to the motor generator 10. On the other hand, the motor generator 2
When the driving torque is obtained from the motor generator 2, the discharged power of the battery 14 is converted into three-phase AC power by the inverter 15 a and supplied to the motor generator 2.

Here, the rear wheel drive shafts 8, 8 and the front wheel drive shaft 1
There is no physical connection between the front and rear drive shafts 3 and 13, that is, the drive torque can be transmitted independently to the front and rear drive shafts. Drive torque is transmitted to the front wheel drive shafts 13 and 13 by the motor generator 10 and to the front wheel drive shafts 13 and 13, respectively.

In the normal running mode, the rear wheels 7, 7
The driving force of the motor generator 10 is transmitted to the front wheels 9, 9 when only the driving wheels are used as the driving wheels to generate the driving force of the vehicle by the FR method. By doing so, it is possible to use both front and rear drive wheels and establish the 4WD system.

Next, the control system will be roughly described. A hybrid control module (hereinafter, referred to as "HCM") 21 as an integrated controller of the engine 1, the motor generators 2 and 10 is provided with an accelerator opening sensor 41 from an accelerator opening sensor 41. Degree APO is the vehicle speed sensor 4
2 to the vehicle speed V, the front right wheel rotation speed Nfr, the front left wheel rotation speed Nfl, and the rear right wheel rotation speed Nrr from the wheel speed sensors 43 to 46 attached to the front and rear wheels 9, 9, 7, 7, respectively. And the rear left wheel rotational speed Nrl, the engine rotational speed NE from the rotational speed sensor 47 of the engine 1, and the intake pressure P from the pressure sensor 48 installed in the intake passage of the engine 1.
i, the throttle opening TVO from the throttle opening sensor 49 of the engine 1, and the motor speed NM from the rotation speed sensor 50 of the motor generator 10 are input. In addition, a driving mode switching signal is input from a 4WD switch 61 provided in the passenger compartment.

The HCM 21 controls the engine control module (hereinafter referred to as “ECM”) 31 and each control device (motor controller, hereinafter referred to as “M / C”) of the motor generators 2 and 10 based on various operating conditions including these information. A control command is issued to 32 and 33 via the communication line 71. The HCM 21 includes a target total drive torque setting unit, a target engine torque setting unit, a motor command value setting unit (including an actual engine torque estimation unit and a subtraction unit), and a motor command value adjustment unit according to the present invention. . Details of each means will be described later.

Next, the contents of control performed by the HCM 21 during four-wheel drive traveling will be described with reference to the block diagrams shown in FIGS. FIG. 2 shows the overall configuration of this control. Referring to FIG.
First, a target total drive torque tT for generating the drive force of the vehicle intended by the driver is calculated based on the accelerator opening APO. The total drive torque corresponds to the sum of drive torques obtained from all the power sources of the engine 1, the motor generators 2 and 10.

Then, based on the vehicle speed V, the average rear wheel rotation speed Nr, and the average front wheel rotation speed Nf, the ratio of the driving force of the vehicle intended by the driver to be borne by the rear wheels 7, 7, ie, the engine driving wheels. Then, a target rear wheel drive torque (corresponding to the “target engine torque” according to the present invention) tTr is calculated from the product of the rear wheel drive force distribution ratio and the calculated target total drive torque tT.

The HCM 21 calculates the target rear wheel drive torque t
Tr is divided by the gear ratio Rgr and the torque ratio Rtc of the torque converter 3, and based on the resulting torque value,
In torque command value setting section 101, engine torque command value tTe as a control command for engine 1 and motor torque command value tTm as a control command for motor generator 2 are provided.
1 and set these command values to ECM3
1 and M / C 32 respectively.

In the actual rear wheel drive torque estimating section 102, the HCM 21 also determines whether the rear wheel drive shaft 8, 8 has been driven based on the engine torque command value tTe and the motor torque command value tTm1.
The actual rear wheel drive torque (corresponding to the “actual engine torque” according to the present invention) eTr actually transmitted to the control unit 8 is estimated based on the target rear wheel drive torque tTr. The estimated value eT is provided on condition that the front wheel slip determining unit 103 determines that the front wheels 9, 9 are not slipping.
r is input to the subtraction unit 104, and this is input to the target total drive torque t
By subtracting from T, the target front wheel drive torque tTf is calculated. On the other hand, when it is determined that the front wheels 9, 9 are slipping, the target rear wheel drive torque tTr is input to the subtraction unit 104.

The target front wheel drive torque tTf is input to the limit processing unit 105, and exceeds the output limit (hereinafter referred to as “motor torque upper limit”) LTM of the motor generator 10 estimated based on the motor speed NM. When the driving torque tTf is input, the output of the target front wheel driving torque tTf exceeding the upper limit LTM is avoided by the limit processing.

The target front wheel drive torque tTf that has passed through the limit processing unit 105 is input to the motor output adjustment unit 106. Here, when the rear wheels 7, 7 are slipping,
In the motor output adjusting unit 106, a predetermined gain Gb1 corresponding to the degree of slip is added to the target front wheel drive torque tTf.
By multiplying by (0 <Gb1 <1), a smaller motor torque command value tTm2 is output to the M / C 33 than in the non-slip state.

Next, the configuration of the actual rear wheel drive torque estimating unit 102 will be described in detail with reference to FIG. The actual rear wheel drive torque estimating unit 102 performs an acceleration determination when the target rear wheel drive torque tTr is input. As a result, when it is determined that the driver has not issued an acceleration request exceeding a predetermined level, The target rear wheel drive torque tTr is input to the delay processing unit 201.

On the other hand, when it is determined in this acceleration determination that the driver has issued an acceleration request exceeding a predetermined level, the estimated value adjusting unit 202 adds a predetermined gain Ga1 ( 0 <Ga1
The product of <1) is input to the delay processing unit 201.
The engine speed NE, the intake pressure Pi, and the throttle opening TVO are input to the delay processing unit 201, and the delay processing unit 201 multiplies the target rear wheel drive torque tTr or the gain Ga1 based on the input information. The actual rear wheel drive torque eTr is estimated by giving a delay to the obtained torque value.

Next, in order to more clearly understand the contents of the above control, a description will be given with reference to flowcharts shown in FIGS. Step (hereinafter simply referred to as “S”) 1
Then, as the operating state detection parameter, the accelerator opening A
PO, vehicle speed V, front right wheel rotation speed Nfr, front left wheel rotation speed Nf
1, the rear right wheel rotation speed Nrr and the rear left wheel rotation speed Nrl are read.

In step S2, a target total drive torque tT is calculated based on the accelerator opening APO with reference to a map. S2 corresponds to a target total drive torque setting means. S
In 3, the rear wheel driving force distribution ratio A according to the vehicle speed V is calculated with reference to a map showing a tendency to increase as the vehicle speed V increases as shown in the figure. Here, the rear wheel driving force distribution ratio A is assumed to take into account fuel consumption and maximum traction according to the vehicle speed V. For example, when the vehicle speed V is almost 0, the rear wheel driving force distribution ratio A becomes 50%. Is preferably gradually shifted toward the rear wheels 7, 7 and finally increased to 100% during high-speed operation.

In S4, a rear wheel driving force distribution ratio B according to the rear front wheel rotational speed difference ΔNr is calculated with reference to a map.
Here, the rear wheels 7, 7 are defined as the rear front wheel rotational speed difference ΔNr.
Average rotation speed Nr (= (Nrr + Nrl) / 2) of
Average rotation speed Nf of front wheels 9, 9 (= Nfr + Nfl) /
The difference Nr-Nf from 2) is obtained and the map referred to has a tendency that the rear wheel driving force distribution ratio B decreases as the difference Nr-Nf increases.

The rear wheel driving force distribution ratio B is determined by the rear wheels 7,7.
For example, in order to obtain a more uniform driving force from the front and rear wheels as the slip amount of the rear wheel increases, for example, the rear front wheel rotational speed difference Δ
It is preferable to set the value so that it becomes 100% when Nr is approximately 0, and that the driving force is gradually shifted toward the front wheels 9, 9 as the rear front wheel rotational speed difference ΔNr increases, and finally reduced to 50%.

In S5, it is determined whether or not the rear wheel driving force distribution ratio A is larger than the rear wheel driving force distribution ratio B. If it is determined that A is larger than B (A> B), the process proceeds to S6. Proceed, otherwise proceed to S7. In S6, the target rear wheel drive torque tTr is calculated by multiplying the target total drive torque tT by the rear wheel drive force distribution ratio B (tTr = tT ×
B). Rear wheel drive power distribution ratio B below rear wheel drive power distribution ratio A
In other words, the rear wheel rotational speed difference ΔNr increases, indicating that unacceptable slip has occurred. Therefore, even during high-speed running, the rear wheel driving force distribution ratio is reduced. By setting, the driving force is distributed to the front and rear wheels, and efforts are made to suppress slippage.

In S7, the target rear wheel drive torque tTr is
It is calculated by multiplying the target total drive torque tT by the rear wheel drive force distribution ratio A (tTr = tT × A) to give priority to efficient fuel consumption. Steps S3 to S7 constitute a target engine torque setting means. Referring to the flowchart shown in FIG. 5, in S11, the engine speed NE, the intake pressure Pi, and the throttle opening TVO are set as operating state detection parameters.
And the motor speed NM.

In S12, the difference Nf between the average front wheel rotation speed Nf and the average rear wheel rotation speed Nr is determined as front wheel slip determination.
It is determined whether or not -Nr is larger than a threshold SNf as a predetermined allowable limit. As a result, when it is determined that the difference Nf-Nr is larger than the threshold value SNf, it is determined that the front wheels 9, 9 are slipping, and the process proceeds to S13. In other cases, that is, when it is determined that the difference Nf−Nr is equal to or smaller than the threshold value SNf, it is determined that the front wheels 9, 9 are not slipping, and the process proceeds to S14.

In S13, the target rear wheel drive torque tTr is set to the input value A to the subtractor 104. On the other hand, in S14, it is determined based on the accelerator opening APO whether or not the driver has issued an acceleration request exceeding a predetermined level. Here, if the accelerator opening APO is larger than the predetermined value θ, it is determined that this acceleration request has been issued, and the process proceeds to S15. Otherwise, it is determined that the driver has not issued such an acceleration request, and the process proceeds to S16.

In S15, the target rear wheel drive torque tTr is multiplied by a predetermined gain Ga1. As a result of this processing, at the time of an acceleration request, the actual rear wheel drive torque eTr is input to the subtraction unit 104 as a relatively small value. Therefore, the target front wheel drive torque tTf output from the subtraction unit 104 is Is calculated as a relatively large value. Accordingly, a relatively large motor torque command value tTm2 is output to the M / C 33, so that even if the actual engine output varies in a decreasing direction from the output corresponding to the engine torque command value tTe, this error is generated. , The occurrence of a feeling of deceleration can be reduced.

It should be noted that if the driver has not issued a request for acceleration exceeding a predetermined level, the process proceeds directly to S16, thereby preventing a feeling of popping out during steady running or the like. In S16, a delay time constant Ts of the output response of the engine 1 is calculated based on the engine speed NE, the intake pressure Pi, and the throttle opening TVO. The delay time constant Ts is calculated as a larger value as the engine speed NE is lower, the intake pressure Pi is lower (the intake negative pressure is larger), and the throttle opening TVO is smaller.

In S17, the actual rear wheel drive torque eTr is estimated by giving a delay to the change in the target rear wheel drive torque tTr based on the calculated delay time constant Ts. It should be noted that, at the time of such estimation, a delay corresponding to the type of the throttle valve of the engine 1 and the operating range thereof may be considered. S16 and S17 constitute an actual engine torque estimating means.

In S18, the actual rear wheel drive torque eTr is set to the input value A to the subtractor 104. Referring to the flowchart shown in FIG. 6, in S21, the input value A (the target rear wheel drive torque tTr or the actual rear wheel drive torque eTr is selected according to the slip of the front wheels 9, 9) is changed from the target total drive torque tT. The target front wheel drive torque tTf
(= TT-A) is calculated. In addition, S21 constitutes a subtraction unit.

In S22, the motor torque upper limit value LTM in the current operation state is determined based on the motor speed NM.
Is estimated. Motor torque upper limit LTM tends to decrease in a high rotation range of motor generator 10.
Further, as a parameter for estimating the motor torque upper limit LTM, in addition to the motor rotation speed NM, the capacity of the battery 14 and the temperature of the motor generator 10 may be considered.

In S23, it is determined whether the target front wheel drive torque tTf is smaller than the motor torque upper limit LTM, that is, the target drive torque of the motor generator 10 set at the present stage has not reached the output limit of the motor generator 10. It is determined whether or not. As a result, when it is determined that target front wheel drive torque tTf is smaller than motor torque upper limit LTM, motor generator 10
Can generate the target front wheel drive torque tTf, and thus output the target front wheel drive torque tTf. Otherwise, the process proceeds to S24, in which the motor torque upper limit LTM is set as the target front wheel drive torque tTf, and the inefficient operation of the motor generator 10 is avoided.

The entire flow charts shown in FIGS. 5 and 6, ie, S11 to S18 and S21 to S24, constitute the motor command value setting means. Referring to the flowchart shown in FIG. 7, in S31, the difference Nr-Nf between the average rear wheel rotation speed Nr and the average front wheel rotation speed Nf is determined as rear wheel slip determination.
Is larger than a threshold SNr as a predetermined allowable limit. As a result, the difference Nr−Nf becomes the threshold value SNr.
If it is determined that the rear wheel is slipping, it is determined that the rear wheels are slipping, and the process proceeds to S32. In other cases, that is, when it is determined that the difference Nr-Nf is equal to or smaller than the threshold value SNr, it is determined that the front wheels 7, 7 are not slipping, and the process proceeds to S33.

When proceeding to S32, in S32
By multiplying the target front wheel drive torque tTf by a predetermined gain Gb1 corresponding to the slip amount, the motor torque command value t
Tm2 is calculated, and the routine returns. On the other hand, S
In the case of proceeding to 33, this routine is returned with the target front wheel drive torque tTf as the motor torque command value tTm2.

As a result of this processing, when rear wheel slip occurs, the front wheel drive torque decreases and the driving force of the vehicle decreases, so that the driver is provided with a sense of stall to recognize the occurrence of slip. Can be. The entire flowchart (S31 to S33) shown in FIG. 7 constitutes a motor command value adjusting unit.

Next, the effect of the present invention will be described with reference to FIG. The figure shows the total driving torque and the rear wheel driving torque when the front and rear wheel driving force distribution is switched at time t0 from the two-wheel driving state where the rear wheel driving force distribution ratio is 100% and the state shifts to the four-wheel driving state. And a change in the front wheel drive torque.

First, the case where a slip occurs will be described with reference to FIG. For example, during traveling with the rear wheel driving force distribution ratio set to 100%, a slip occurs, and at time t0, a driving force distribution switching command is issued, and the rear wheel driving force distribution ratio becomes 5%.
Suppose that it is switched to 0%. Here, assuming that the front wheel drive torque and the rear wheel drive torque are independently controlled toward the respective target drive torques, the motor generator 1
0 drive torque rises quickly (see curve C in the figure)
On the other hand, a considerable amount of time is required for the reduction of the rear wheel drive torque due to the response of the engine 1. Therefore, until the drive torque of the engine 1 converges to its target value, the total drive torque is represented by a hatched portion in the figure. The drive torque indicated by Ar1 is excessively generated, and gives the driver an unintended feeling of acceleration.

The same applies to the case where the rear wheel driving force distribution ratio is switched to 100% in order to return to the two-wheel drive state again by releasing the slip. In this case, the driving torque of the motor generator 10 quickly disappears. (Curve C in the figure
On the other hand, since a considerable time is required to increase the driving torque of the engine 1, the driving torque indicated by the hatched portion Ar2 in the figure is insufficient as the total driving torque, and the driver feels a temporary stall. Will be given.

According to the present invention, motor generator 10
The convergence of the drive torque to the target value is performed in accordance with the response of the engine 1. Therefore, the drive torque of the front wheels is changed in accordance with the change of the drive torque of the rear wheels, so that the total drive torque is temporarily exceeded or insufficient. Can be prevented. This is 2W
This is exactly the same when the 4WD traveling is performed by turning on the 4WD switch 61 from the D traveling.

For example, during running with the rear wheel driving force distribution ratio being 100%, at time t0, the 4WD switch 6
1 is turned on and the rear wheel driving force distribution ratio is switched to 50%, the driving torque of the motor generator 10 increases in accordance with the response of the engine 1, so that the total driving torque can be kept constant. . Therefore, according to the present invention, in a four-wheel drive vehicle in which separate wheels are driven by the engine 1 and the motor generator 10, when the slip occurs or when the 4WD is switched, the total driving force unintended by the driver is not excessively or insufficiently. It can be eliminated as much as possible, and the running stability of the vehicle can be improved.

When a front wheel slip occurs, the front wheel slip determination unit 103 (S12 and S1 in the flowchart).
According to the function 3), the driving torque of the motor generator 10 changes with its original response, so that the slip can be reduced at an early stage. In the above description, the actual rear wheel driving torque eTr
Although an example of estimating is made smaller, this is not limited to this method.
As shown in FIG. 9, a motor output adjusting unit 301 is provided on the output side of the subtracting unit 104, and a target front wheel drive torque t
By multiplying Tf by a predetermined gain Ga2 (1 <Ga2), the motor torque command value tTm2 can be set larger.

The control for setting the torque command value for the motor generator 10 to be small when the rear wheels 7, 7 are slipping is performed not only by the motor output adjusting unit 106 but also by the estimated value adjusting unit 401 shown in FIG. In the above, it is also possible to multiply the output of the actual rear wheel drive torque estimation unit 102 by a gain Gb2 (1 <Gb2) according to the degree of slip. Thereby, the subtraction unit 104
Is input with a larger actual rear wheel drive torque eTr,
The target front wheel drive torque tTf is calculated as a relatively small value, and a sense of deceleration can be given to the driver.

[Brief description of the drawings]

FIG. 1 is a schematic diagram of a drive transmission system configuration of a vehicle including a hybrid vehicle control device according to an embodiment of the present invention.

FIG. 2 is a functional block diagram of the control device;

FIG. 3 is a block diagram showing details of an actual rear wheel drive torque estimating unit of the control device;

FIG. 4 is a flowchart of a target rear wheel drive torque calculation routine.

FIG. 5 is a flowchart of an actual rear wheel drive torque calculation routine.

FIG. 6 is a flowchart of a target front wheel drive torque calculation routine.

FIG. 7 is a flowchart of a motor torque command value adjustment routine.

FIG. 8 is a diagram showing an example of changes in total drive torque, rear wheel drive torque, and front wheel drive torque according to the present invention.

FIG. 9 is a functional block diagram of a hybrid vehicle control device according to another embodiment of the present invention.

FIG. 10 is a functional block diagram of a hybrid vehicle control device according to still another embodiment of the present invention.

[Explanation of symbols]

1. Engine 2 ... Motor generator (electric motor) 3. Torque converter 4 ... Transmission 5 Power transmission shaft 6. Rear wheel differential 7 ... rear wheel 8. Rear wheel drive shaft 9 ... front wheel 10 ... Motor generator 11 Power transmission shaft 12 Front wheel differential 13. Front wheel drive shaft 21 ... Hybrid control module 31 ... Engine control module 32 ... Motor controller 33 ... Motor controller 61 ... 4WD changeover switch 71 ... Communication line

──────────────────────────────────────────────────の Continued on the front page (51) Int.Cl. ⁷ Identification code FI B60K 6/04 710 B60K 6/04 710 B60L 11/14 ZHV B60L 11/14 ZHV F02D 29/02 F02D 29/02 D 311 311A 45 / 00 364 45/00 364A (56) References JP-A-10-98804 (JP, A) JP-A-10-23609 (JP, A) JP-A-6-233411 (JP, A) JP-A-9-98 84211 (JP, A) JP-A-7-231506 (JP, A) JP-A-2000-79828 (JP, A) JP-A-2000-13922 (JP, A) JP-A-2000-94979 (JP, A) JP-A-2000 −350307 (JP, A) (58) Fields investigated (Int. Cl. ⁷ , DB name) B60L 15/20 B60K 6/04 B60L 11/14 ZHV F02D 29/02 F02D 45/00 364

Claims (7)

(57) [Claims] 1. A hybrid vehicle control device comprising: an engine that drives an engine driving wheel; and an electric motor that drives a non-engine driving wheel that is mechanically independent of the engine. Target total drive torque setting means for setting a target total drive torque for the drive wheels and the non-engine drive wheels; and a target engine torque which is a target drive torque to be generated for the engine drive wheels among the set target total drive torques. Target engine torque setting means, when the target engine torque changes, a change in the target drive torque of the electric motor according to a distribution ratio to be generated to non-engine drive wheels of the target total drive torque,
A torque command value for said electric motor, a motor command value setting means for setting to have a delay, at the time of the slip of the engine driven wheels, the electric motor
The torque command value for the motor
And a motor command value adjusting means for adjusting to a small value . 2. The motor command value setting means includes: an actual engine torque estimating means for estimating an actual engine torque which is an actual driving torque of an engine driving wheel in a process of converging to a changed target engine torque; The hybrid vehicle control device according to claim 1, further comprising: subtraction means for subtracting engine torque from the target total drive torque. 3. An actual engine torque estimating means for estimating an actual engine torque based on a delay time constant based on at least one of a rotational speed, an intake pressure and a throttle opening of the engine. The hybrid vehicle control device according to claim 2. 4. The motor command value setting means according to claim 1, wherein a torque command value for said electric motor is set to be larger at the time of acceleration request than at the time of non-acceleration. 6. A hybrid vehicle control device according to any one of the preceding claims. 5. The motor command value setting means sets the torque command value for the electric motor to be relatively large by the actual engine torque estimating means estimating a small actual engine torque at the time of an acceleration request. The hybrid vehicle control device according to claim 4, wherein Wherein said motor command value adjustment means, driving the engine
The hybrid vehicle control device according to any one of claims 1 to 5 , wherein occurrence of slip of a driving wheel is detected based on a rotation speed difference between an engine driving wheel and a non-engine driving wheel. 7. The electric motor according to claim 1, wherein said motor command value setting means sets a target driving torque of said electric motor in accordance with a distribution ratio to be generated for said non-engine driving wheels when said non-engine driving wheels slip. Is a torque command value for the electric motor.
7. The hybrid vehicle control device according to any one of 6 .